Focus on Transportation Engineering: Icivili Enjiniyering

Icivili Enjiniyering September 2013 Vol 21 No 8

WINNER

Focus on Transportation Engineering:  PRASA’s new National Strategic Plan  MiCiTi: it is not just about the bus  Geometric design: past, present and future  Why do we drive on the left?

FROM THE CEO’S DESK Castle in the sky “EVERYTIME I come here, you make Th e MEC did not check the time, and hasten down to the basements to measure me write my details in this book.” he also failed to check the driving compe- the bulge on any of the circular columns He hides his offence with a brilliant tency of Semitjie, who had failed the VIP that keep this modern day Babel upright. smile, “You must sign or I cannot let you Advanced Driving Test. Th e advocate for I doubt it – because engineers have enter.” Semitjie told the court his commander iterated, checked and modelled a thousand I have filled my details at the en- would not have assigned him to drive times over to ensure that the hotel stands trances of office parks several times be- Mmemezi if it was known that passing the and contributes 1% to Singapore’s GDP an- fore. Very often the security guards are test was a requirement. nually, employs 10 000 people directly and polite, even to the irate visitors. A real worry is that our president creates 20 000 related jobs elsewhere. I return the smile. “Is there a doesn’t tackle incompetency swiftly. In fact, Th e irony of it all is that engineers are reason to write my name and telephone immediately after the Phiyega incident, he trained to check, but are being kept out of number?” said, “… I think she is absolutely wonderful, the government service in South Africa. Like they were all controlled by the confi dent and competent …” I am not sure We may argue the matter from various same string, he nods his head, raises his to what Mr President was referring. angles, but the point is that competent en- eyebrows and points with his right index It is an incredible experience to swim gineering skills are rare in the government finger, “If you make any matata in this in a pool, 200 m in the air, on the top- system. Th e dispensing of inappropriately complex – then we have your numbers. most fl oor of a building constructed on qualifi ed individuals for administrating We can catch you.” land reclaimed from the sea, and whose engineering service delivery is approaching Being a bandit of the benevolent va- foundations are in the sea bed. Th e 45 000 epidemic status. Anyone can do that job, riety, I will certainly, in finest hand print, capacity Marina Bay Sands Hotel in and it’s acceptable to make hundred mil- transcribe accurate details, especially if I Singapore is an engineering marvel. Th e lion rand mistakes every so often. was on a ploy to pillage and plunder. magnifi cent structure overlooks the bay But the good man smiles his bril- I pursue, “But how do you check what in the west and the magical Singaporean liant smile back at me, “But you know I am writing here is true?” skyline to the east. Th e complex is topped your details – I don’t need to check you.” Riah Phiyega, our new Police by a 340 m long Sky Park with a capacity of Pressed by the traffi c behind me, he looks Commissioner, inexperienced in matters 3 900 people and a 150 m swimming pool, down into the morass of scribbles and, pertaining to the SA Police, but when chal- set on top of the world's largest public can- with a victorious thumbs-up, he motions lenged, advocated that only management tilevered platform, which overhangs the goodbye, “Mr Malcolm, we know you now. skill was necessary to run the show, citing north tower by 67 m. We can catch you.” “… we have people who are not career cops Th e engineering intelligence was led but excelled, like Gauteng Commissioner by Arup and Parsons Brinkerhoff , and Mzwandile Petros who is a maths teacher even they, despite their glamorous CVs, …”, falls short of being a competent checker. described the integration of the varied and She announced Bethuel Zuma as the new advanced engineering technologies as the Gauteng Commissioner, and hours later, “most diffi cult to carry out in the world”. after becoming aware from media reports In the twilight, when the sun goes to that Zuma was under criminal investiga- rest, Singapore comes out to play. From the tion, dropped him like a bomb. Sky Park the bay is carpeted in lights from The second non-checking culprit hundreds of vessels waiting to dock. On is former Gauteng MEC Humphrey the other side, the magnifi cent Marina Bay Mmemezi. Because the chap left home esplanade refl ects the shimmering drapery an hour after his appointment, he or- of the Singapore night city skyline. dered his driver Joseph Semitjie to use It is astonishing that thousands of blue lights to, I suppose, get him there people swim in that pool, lounge at the on time. In the rush to turn back the pool bars over their Singapore Slings or clock, they collided with a teenager on enjoy opulent meals at a park restaurant, a motorcycle while racing through a but give no contemplation to the abnormal red traffic signal. The teenager suffered height at which they undertake normal brain injury. activity. I wonder if incredulous guests

Civil Engineering September 2013 1 Winner of the 2009 Pica Award P CA A W A R D S in the Construction, Engineering and Related I N NER 20 07 W W I N N E WR I 2N 0 N 0 E 8 R 2 0 0 9

FOR EXCELLENCEFOR IN MAGAZINEEXCELLENCEFOR IN MAGAZINEEXCELLENCE IN MAGAZINE Industries category for the third year running PUBLISHING ANDPUBLISHING JOURNALISM AND JOURNALISMPUBLISHING AND EDITORIAL

Icivili Enjiniyering September 2013 Vol 21 No 8

WINNER

Focus on Transportation Engineering: PRASA’s new National Strategic Plan MiCiTi: It is not just about the bus Geometric design: past, present and future Why do we drive on the left? ON THE COVER P9 Icivili Enjiniyering = IsiNdebele National Asphalt twin drum 40% reclaimed asphalt plant ON THE COVER Getting the road between the Vaal River and National Asphalt is involved with the rehabilitation of the road between the the Kroonvaal Plaza up to standard Vaal River and the Kroon Plaza. This project is the fi rst in South Africa where FROM THE CEO’S DESK 40% reclaimed asphalt has been specifi ed Castle in the sky ...... on a full-scale project. The picture shows 1 the crushing and screening operation on reclaimed asphalt coming from the road. CIVILUTION

Concrete organisations need a ‘Consolidution’ ...... 5 South African Institution of Civil Engineering TRANSPORTATION ENGINEERING

PRASA’s new National Strategic Plan ...... 12 Icivili Enjiniyering September 2013 Vol 21 No 8

Inland intermodal terminal and freight logistics hubs ...... 17

PUBLISHED BY SAICE Block 19, Thornhill Ofﬁ ce Park, Bekker Street, Vorna Valley, Midrand South African perspective on freight logistics hubs ...... 23 Private Bag X200, Halfway House, 1685 Tel 011 805 5947/48, Fax 011 805 5971 http://www.saice.org.za [email protected] Public Transport: Why Not?...... 26 CHIEF EXECUTIVE OFFICER Manglin Pillay [email protected] Tel 011 805 5947/8 MyCiTi Integrated Rapid Transit System – it is not just about the bus...... 31 EDITOR Verelene de Koker [email protected] Tel 011 805 5947/8, Cell 083 378 3996 The Rustenburg Rapid Transport Project ...... 40 EDITORIAL PANEL Marco van Dijk (chairman), Irvin Luker (vice-chairman), Peter Kleynhans (president), Manglin Pillay (CEO), Steven Kaplan (COO), Dawie Botha, Johan de Koker, Functional Classiﬁ cation of Roads in the eThekwini Municipal Area ...... 42 Andile Gqaji, Gerhard Heymann, Jeffrey Mahachi, Jones Moloisane, Beate Scharfetter, Phuti Seopa, Marie Ashpole, Verelene de Koker (editor), Elsabé Maree (editor’s assistant), Barbara Spence (advertising) Geometric design: past, present and future ...... 46 ANNUAL SUBSCRIPTION RATE SA R605.00 (VAT included), International US$125.00

ADVERTISING ...... Barbara Spence, Avenue Advertising Jonah’s cartoon of the month 53 [email protected] Tel 011 463 7940, Fax 011 463 7939 Cell 082 881 3454 Why do we drive on the left? ...... 54 DESIGN AND REPRODUCTION Marketing Support Services, Ashlea Gardens, Pretoria

PRINTING Ultra Litho, Johannesburg John Redding Jones receives Chairman’s Award

The South African Institution of Civil Engineering accepts no responsibility for any statements made or opinions expressed in this publication. Consequently nobody connected with the publication of the magazine, from the SAICE Transportation Division ...... 59 in particular the proprietors, the publishers and the editors, will be liable for any loss or damage sustained by any reader as a result of his or her action upon any statement or opinion published in this magazine. EDUCATION ISSN 1021-2000

Teaching design skills at UKZN: a community effort ...... 62 P31 P30 LEGAL

Labour Law and the Civil Engineer ...... 68

IN BRIEF 70

Corobrik paves the way for non-motorised transport in Durban

H A Mofutho Bridge wins SAHDGA awards State of the civil engineering industry still promising for 2013 ARUP appoints Integrated Transport P42 Business Development Leader Paolo Trinchero takes the reins a SAISC SAICE AND PROFESSIONAL NEWS

Young Members’ Pages:

Thoughts on technocracy ...... 74

Did you know?...... 75

How to choose the right technology in construction ...... 76 P54

YMP road shows reach many students ...... 79

PPS opens ﬁ rst engineering student lounge at WITS...... 82 P79

SAICE Johannesburg Branch promotes civil engineering ...... 83

Letters ...... 84

SAICE Training Calendar 2013 ...... 87

President of Uganda Institution visits SAICE...... 88

MPumi’s cartoon of the month ...... 88 Civil Engineering September 2013 3 The Terre Armée Group of companies celebrates 50 years since the introduction of a material that spawned an entire industry

Henri Vidal, Inventor 1963 – Construction of fi rst Reinforced Earth structure

50 Terre Armée Group companies worldwide + 45 Million m2 completed, + 2.5 Million m2 constructed p.a

Gautrain, Centurion 2010 Reinforced Earth (Pty) Ltd Established 1975

Reinforced Earth (Pty) Ltd is a proud member of the Terre Armée Group. We offer consulting engineers and contractors our experience and expertise to provide clients with economical MSE solutions meeting technical, environmental and safety requirements. Reinforced Earth® is a Terre Armée Group trademark.

Tel: 27 11 726 6180 • Fax: 27 11 726 5908 • E-mail: [email protected] • Website: http://www.recosa.co.za 1 Park Road, Richmond, 2092, Johannesburg, South Africa Local Experience World Expertise CIVILUTION

Concrete organisations need a ‘Consolidution’ More of the same is not sustainable in the long term

AS A LONG-STANDING Voluntary specifi c target audiences, objectives and Association with ECSA, the Concrete initiatives that serve to diff erentiate them: Society is proud to be part of the Civilution initiative. Our inextricable links with the engineering profession through concrete, make it essential that we play a meaningful role in this civil engineering ‘revolution’. Th is initiative challenges us all to ‘do things diff erently’ and this is no less important in the concrete industry. ‘More of the same’ is not an option for moving into the future. For many years now industry The Concrete Society of Southern Africa leaders and other stakeholders in the NPC (CSSA) is a non-profi t, public concrete sector have questioned the need benefi t organisation that promotes for so many organisations (at least four at excellence and innovation in the John Sheath present) to represent their interests in the use of concrete and related products CEO built environment arena. and services through a concrete Concrete Society of Southern Africa Th e roles of the four main concrete ‘community’. Membership is open [email protected] industry organisations in South Africa, to any individual with an interest namely the Concrete Society, Th e in concrete and the CSSA provides Concrete Institute, the South African a forum for networking and tech- Readymix Association and the Concrete nology transfer between its mem- Dates to Diarise! Manufacturers Association, are often bers. Company membership is also blurred in the minds of the engineering available in a range of categories Civilution Congress 2014 sector, and not surprisingly so. Th ey from Bronze to Platinum. 6 – 8 April all have similar names and share the common goal of ensuring the optimum Each of the Society’s four branches Emperors Palace, Johannesburg use of concrete (in whatever form) in the has its own annual calendar of events. Register at www.civilutioncongress.com built environment. However, they do have Th ese include technical meetings and

Civil Engineering September 2013 5 The Concrete Society is proud to Th e Institute’s School of Concrete It aims to advance industry be part of the Civilution initiative. Technology (SCT) off ers professional technology through research and courses at diff erent levels of concrete participation and to encourage Our inextricable links with the theory and application, and professional development of industry standards advisory and consulting services are pro- that promote the use of readymix engineering profession through vided for private and public sector clients. concrete. concrete, make it essential that Consulting can take the form of advice, verifi cation or investigation, and Institute All SARMA members are subject to plant we play a meaningful role in this engineers are available for consultation audits in order to ensure compliance with civil engineering ‘revolution’. by telephone, at its offi ces or on construc- the SARMA Health and Safety, Quality tion sites anywhere in southern Africa. and Environmental Standards. Th ese This initiative challenges us General technical advice is available audits are based on SANS 878, ISO 9001- all to ‘do things differently’ through the free advisory service. 2000 quality management system, OHSAS 18001-safety management and the ISO and this is no less important 14000 environment management system. in the concrete industry. ‘CONSOLIDUTION’ If we really want to promote excellence seminars where information is dissemi- in concrete in a meaningful and eff ective nated amongst members, and business way, then it has to be driven through a networking can take place amongst the single organisation, with one congruent delegates. Where projects of interest are voice driving the promotion, training, in progress, site visits are arranged to en- The Concrete Manufacturers Association innovation, research and quality of con- able members to see concrete in action. (CMA) is the primary representative crete, whether it be site-mixed, precast or Branches also have events specifi cally of the precast concrete industry. readymix. geared to cultivate a passion for concrete Now in its 42nd year, it initiates I envisage an all-inclusive, member- amongst students. standards in close cooperation with based body (company and individual), Every second year the CSSA hosts its the SABS and collaborates with its recognised as truly independent and Fulton Awards to honour excellence in members in developing new prod- impartial. It would be built on its tech- concrete construction. Th e awards have, ucts and services. nical base to be the leading provider of for over 30 years, recognised southern information serving the needs of clients, Africa’s major concrete projects and Th e cost-eff ective and correct application architects, engineers, specifi ers, suppliers, the Society is proud to have hosted the of precast concrete products is a prime contractors and users of concrete, with current and past presidents of SAICE as objective, and the Association’s promo- emphasis on quality and service. adjudicators in these awards. tional activities target architects, engi- An independent advisory service neers, developers, contractors and prop- would provide prompt, impartial, tech- erty owners through its two operational nical advice on concrete and related pillars, Precast Building and Precast matters to subscribing members of any Infrastructure. It also organises and runs discipline. the biennial CMA Awards for Excellence Th e organisation would work through in Precast Concrete. the cooperation of its members to ex- CMA membership is open to all change information and experience, and stakeholders in precast concrete products to enhance the performance, productivity either as producer, non-producer, cement and quality of concrete as a construction The Concrete Institute (TCI) is a non- producer, associate or contractor. medium. profi t, technical organisation, Supported by the technical and ad- funded by three of the country’s ministrative staff of the organisation, its cement producers to provide tech- members would collaborate to produce nical advice, consulting, education and disseminate state-of-the-art reports, and information services to all recommendations and practical guidance. interested in concrete in southern At the moment each organisation, in Africa. It took over many of the a relatively small market, is competing services previously provided by the The South African Readymix Association for members, sponsorship, publications, Cement and Concrete Institute. (SARMA) represents reputable ready- support at events, audiences, etc, and this mix concrete companies, and pro- cannot be sustained in the long term. It’s Information Centre houses the most motes readymix concrete in order What is needed is a concrete consolidation comprehensive collection of books, jour- to establish it as the preferred con- solution, or ‘CONSOLIDUTION’. I appeal nals and technical reports on all aspects struction material. It has two cate- to other concrete-related organisations to of cement and concrete in the southern gories of membership – Producer work together and take up the challenge hemisphere. and Associate. to fi nd the long-term solution.

6 September 2013 Civil Engineering

Crushing and screening operation on ON THE COVER reclaimed asphalt coming from the road

Getting the road between the Vaal River and the Kroon Plaza up to standard A ﬁ rst for South Africa: high percentage reclaimed asphalt and warm mix technology REPORT NRA N001-180-2011/1 NATIONAL ROUTE N1 Section: 18

SANRAL (South African National Roads riageway comprised mainly dryness and contained aggregates of a very good quality Agency) initiated this project as part of brittleness of the surface, with aggregate meant that, with correct handling and pro- its routine maintenance programme. Th is loss and surface cracks. Some sections cessing, it could be re-used. particular section of road (km 68.2 to 78.2) were badly cracked and pumping was also In terms of the design, and to ensure last received a light rehabilitation around visible in certain areas. the extended life performance of the road, the early 2000s. Th e rehabilitation then Th e project duration was to be ten the old asphalt layers had to be milled to comprised isolated base corrections and months. With site hand-over having taken a depth of between 85 mm and 100 mm, an ultra-thin friction course (UTFC) – the place at the end of last year the project and replaced with new asphalt containing National Asphalt licensed U-LM was ap- was due for completion by the end of 40% RA. Th e binder that was selected was plied for the fi rst time in South Africa. August 2013. an A-P1 that was achieved by using EVA V & V Consulting Engineers were ap- One of the specifi cations and design blended with 70/100 penetration grade pointed to design the rehabilitation of the parameters that SANRAL insisted on was bitumen supplied by the SAPREF refi nery. section with the aim of extending the life to reclaim and re-use the asphalt millings Not only is this project the fi rst in of the road by another 15 years. Th e struc- from the project. Th e replacement asphalt South Africa where 40% RA was specifi ed tural capacity analysis of the pavement mix therefore had to contain a minimum on a full-scale project, but it was also the prior to the rehabilitation indicated that of 40% of reclaimed asphalt (RA). Th e fi rst where such a base was overlaid with the remaining life of the pavement was concept is based on the earlier very suc- an ultra-thin friction course (UTFC). inadequate to handle the required traffi c cessful warm mix asphalt (WMA) trials, In this instance the UTFC proposed by load. Visual inspection of the north-bound where 40% RA was used in a number of the contractor was the National Asphalt carriageway showed surfacing defects, the trial mixes. Th e main reason for using licensed U-LM, which is also certifi ed by such as bleeding and deformation over the reclaimed asphalt is to ensure the sustain- Agrèment SA. entire length, and patches of structural ability of natural resources, in this instance Due to National Asphalt’s extensive defects over the last three kilometres. to save on the use of aggregates. Th e fact involvement in the WMA and RA trials, Surfacing defects on the south-bound car- that the reclaimed asphalt materials still which have been on-going since 2008, it

Civil Engineering September 2013 9 Asphalt hot storage plant

was fortuitous that they had placed an Vögele Paving applying 40% order with COMAR Plant Design to build reclaimed asphalt black base mix a mobile plant capable of handling at least 40% RA, well in advance of the project even being advertised. When contractors then started asking for asphalt for the project it was much to the delight of National Asphalt that they had a use for the plant much sooner than they had anticipated. Th ey could therefore give prices to the market with confi dence. When the project was awarded to Roadmac Surfacing and it be- came apparent that the plant would be po- sitioned at Vanderbijlpark, certain changes had to be made so that some of the infrastructure on the site could be incorporated into the new plant, including, for example, hot storage silos and cold feed bins. Th e plant is a 100 ton per hour twin drum with the drying drum incorpo- rating a counter-fl ow double-barrel section for heating of the RA only to a tem- perature of 100°C whilst virgin aggregates are still heated to normal requirements. Th e RA and virgin aggregate are then brought together at the end of the drum and together transferred into the second “mixing” drum where the bitumen and fi llers are added and thoroughly mixed. Initially problems where experienced due

10 September 2013 Civil Engineering to changes that had to be made to incor- the asphalt into a warm mix asphalt, of porate the material into the existing hard- which some advantages are listed below: ware of the old plant. Ultimately these ■ Longer haul distances can be achieved were overcome and the plant is currently ■ Lower application temperatures are pos- working very well and effi ciently. sible i.e. winter paving, night paving, etc One of the specifi cations and Th e fi nal asphalt mix design was done ■ Lower mixing temperatures at National Asphalt’s Bon Accord facility ■ Fewer emissions, thereby improving design parameters that SANRAL under guidance of Wynand Nortje, worker comfort and safety insisted on was to reclaim and Technical Manager, who has immense ■ Lower energy consumption, resulting in experience with RA and WMA mixes. All cost savings re-use the asphalt millings from the the design parameters, as per the project ■ Various benefi ts to the environment. project. The replacement asphalt specifi cations, were met, and, due to the Th is venture has been a success for all specifi ed high RA content, both the TRH the parties involved in the contract. Th e mix therefore had to contain a 21 and the SABITA Manual 32 were used project commenced during the summer minimum of 40% of reclaimed to optimise the binder quantity. As men- months, and the same mixing and paving tioned earlier, the base binder selected temperatures and rolling techniques were asphalt (RA). was 70/100, modifi ed to conform to the used well into the winter months, with no TG1 A-P1 specifi cations. Th e high RA undesired eff ects experienced. By the time KEY PLAYERS content not only required that base bi- of going to press almost all of the total of Client SANRAL tumen one grade softer had to be used, 43 000 tons of base asphalt and 47% of the Project design and managers but also that a rejuvenator was needed to 13 000 tons of UTFC had been placed. V & V Consulting Engineers achieve the correct binder properties after Main contractor Road Mac Surfacing mixing, and for this Sasol Wax’s SW 1665 INFO Asphalt supplier, COMAR rejuvenator was selected. Modern “new Deon Pagel National Asphalt Base bitumen supplier age” rejuvenators not only rejuvenate the National Asphalt Asphalt Plant Manufacturer, SAPREF old binder in the recycled asphalt, but also 012 562 9500 Rejuvenator supplier SASOL has the additional benefi t of transforming [email protected]

Civil Engineering September 2013 11

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PRASA’s new National Strategic Plan

SAICE Transportation Engineering Division: Africa up to 2050. It builds on the 2006 National Rail Plan and Partner in Civilution widens the scope to include all PRASA’s entities by integrating rail, bus and real estate businesses so that they work together to combine to improve the services PRASA provides to the travel- Hishaam Emeran ling public. It also seeks to capitalise on the planned investment General Manager in new rolling stock, signalling and stations across the rail Strategic Network Planning, PRASA network. [email protected] PRASA engaged Arup to assist with the creation of the Plan, and a joint project team worked together for over 12 months to create a ground-breaking document which is now Dr Werner Heyns being implemented across the country. This article outlines Associate, Arup (Pty) Ltd the approach taken and the main issues, outcomes and priori- [email protected] ties in the Plan.

APPROACH In creating the Plan, PRASA focused on fi ve key objectives: Rupert Dyer ■ Promoting interchange between rail, bus and taxi services Associate, Arup (Pty) Ltd ■ Making traditional transport corridors appropriate to future [email protected] travel patterns ■ Prioritising service and network expansion to support projected passenger traffi c growth ■ Capturing funding created by development gain INTRODUCTION ■ Identifi cation of organisational changes needed by PRASA. Th e Passenger Rail Agency of South Africa (PRASA) has recently Separate plans were developed for fi ve key transport sectors, completely revised and updated its National Strategic Plan. Th e based on PRASA’s business focus: Gauteng, Western Cape, Plan sets out PRASA’s long-term intentions for its suburban rail, Eastern Cape, KZN, Rural Provinces and Long Distance. Th ese long-distance rail and long-distance bus services, and describes then formed part of an overall National Strategic Plan. the road map that it will follow to achieve this. Considerable signifi cance has been attached to the involve- Established in January 2009, PRASA‘s mandate is to be gov- ment of stakeholder groups, and linking PRASA’s strategy with ernment’s primary agent for the delivery of public transport ser- core public policy objectives across the country. As a fi rst stage, vices. Previously the individual businesses (Metrorail, Shosholoza key strategic issues were defi ned from national travel demand, Meyl, Autopax and Intersite) had produced individual long-term census data and local development objectives. Stakeholder meet- plans. PRASA needed a coordinated plan which would bring the ings were held involving provinces, municipalities and cities to operating businesses closer together to better serve the travelling set the stage for interactive forums with key local stakeholders. public going forward into the future. Signifi cant investment is As circumstances change over time, PRASA will update the planned by PRASA over the next decade and the Strategic Plan strategy by communicating with stakeholders through its ex- provides a clear focus to optimise its use. isting coordinating structures. Th e 2012 Strategic Plan provides an integrated approach to Stage 2 used two innovative evaluation techniques. An objec- transforming rail and road public transport services in South tives-led approach, based on development objectives agreed with

12 September 2013 Civil Engineering Table 1 Technology Choice Framework Per Commuter / Peak Infrastructure Implementation Maximum System life Unit carrying passenger Inter-urban capacity / cost per km timeframe gradient (years) capacity operating travel hour R million cost R/km Regular 2 500 – Short 13% 8 – 14 40 – 120 0.8 – 4 1.06 buses 6 000 Bus Rapid 4 000 – Short / medium 13% 8 – 14 40 – 120 35 – 60 1.06 Transit (BRT) 10 000 4 000 – Guided bus Short / medium 13% 8 – 14 300 – 450 35 – 200 1.06 10 000 12 000 – Street tram Medium / long 10% 25 – 50 400 – 600 67 – 330 1.88 20 000 Light Rapid 12 000 – Medium / long 10% 25 – 50 400 – 600 67 – 330 1.88 Transit (LRT) 20 000 6 000 – Tram train Medium / long 3% – 10% 25 – 50 400 – 600 67 – 330 1.88 12 000 20 000 – Heavy rail Long 3% 25 – 50 2 000 – 3 500 50 – 500 0.5 – 3.0 60 000 stakeholders, ensured that proposed interventions addressed travel time and operate at much higher speeds to be competi- stakeholder passenger and planning needs and were not merely tive, and envisages concentration on key routes with integrated technology-led. Up to 100 delivery options were developed for bus feeder services to increase accessibility to smaller towns each service corridor, and then scored against the objectives to and rural provinces. establish best fi t. An evaluation framework was developed by the project team to evaluate options. MCA software was used to pri- RESOLVING CURRENT NETWORK ISSUES oritise and rank the options or interventions. Th is ensured that PRASA’s suburban rail services moved 530 million passengers in each case the most appropriate option was selected. in 2011 (more than any European country except Germany, Stage 3 focused on preparing the National, Regional, Long- France or the UK), making a major contribution to economic Distance and Other Provinces Strategic Plans, which detailed the development and public mobility. However, the quality of ser- road map to deliver the interventions identifi ed. vice provision is a real problem, which the Strategic Plan has to address. It recognises a series of common themes and strategies THE ROLE OF RAIL VERSUS ROAD to overcome them: A key consideration for rail corridors was to challenge whether ■ Timetables are variable and few corridors operate trains at the current mode was the best. To facilitate this, the Technology regular intervals. Th is is now being replaced by a higher fre- Choice Framework was developed (Table 1), identifying the key quency standard interval ‘clockface’ to even out loading and attributes of each transport mode at peak capacity based on a to make the services easier to use and to strengthen off -peak mix of South African and worldwide experience. Th e conclusions services. are of course open to debate, but nevertheless provide a useful ■ Overcrowding constrains market growth. More frequent framework to place mode choices in context. Th is was used to services will address this, and the new rolling stock on high- illustrate areas where rail would continue to be the best option in intensity corridors provides greater capacity. the future, or could be substituted or complemented by bus, BRT ■ Th e Strategic Plan requires new rolling stock to be able to run (bus rapid transit) or LRT (light rail transit). faster, and signalling will be adjusted on renewal to provide PRASA’s urban rail corridors have varied levels of usage, higher maximum speeds to reduce journey times. Additional ranging from over 50 000 passengers per hour (Mabopane and quadrupling of routes is envisaged, particularly in Gauteng and Khayelitsha) to under 2 000 (Pinetown and Springs). Rail is most the Western Cape. Most trains currently call at all stations, but effi cient when focused on routes with large passenger fl ows, and new limited-stop services are planned to reduce journey times high population or employment densities. Where this cannot be by up to 30% and ease overcrowding issues. achieved other modes are more eff ective. A key component of ■ Light rail provides an opportunity for conversion of lightly- this is the provision of upgraded modal interchanges where taxi used rail routes, and to increase their accessibility by running and bus services can operate radial feeder services. Worldwide through urban centres. Proposals are made in the Strategic evidence shows that electronic ticketing becomes essential. Plan for an LRT system in Durban, and developments in the Using the Technology Choice Framework, the Strategic Plan Western Cape and Gauteng are also outlined. has identifi ed potential LRT opportunities in the country. LRT can ■ Current Metro stock compares badly with road transport. Th e provide high-capacity corridors into development areas at lower new rolling stock will be designed to a much higher standard. cost and shorter lead time, and can also operate more eff ectively in Trains will be air-conditioned throughout, with improved constrained urban centres or on street-running sections. lighting and seating. Security will be enhanced through the PRASA operates both road and rail long-distance services. provision of CCTV, improved announcements and better pas- Th e medium- to long-term strategy requires rail to reduce senger information.

Civil Engineering September 2013 13 ■ Electronic ticketing is to be introduced as a high priority, with priorities also carefully considers the need to maximise the im- consideration of lower-rate off -peak fares to encourage new pact of planned investment in PRASA’s rolling stock, signalling travel markets. Creation of intermodal tickets is a high priority. and infrastructure. ■ Emphasis is being placed on better station design, with To express this clearly the Plan for each region was presented elimination of blind spots, and more visible station and secu- using standard formats. Firstly a network diagram was drawn up rity staff to reassure passengers. for each region as shown in Figure 1. ■ A radical step in the Western Cape and KZN will be to plan Initiatives such as linking corridors to provide a Cross City the creation of high-capacity rail facilities into new urban de- capability (for example in this case Randfontein to Springs, and velopments at the start of development. Funding from the de- Leralla to Dube) and the splitting of semi-fast and short services velopers themselves will be sought. Elsewhere there is growing (such as Vereeniging to Johannesburg running fast from Midway, emphasis on completing projected extensions. followed by a stopping service to Johannesburg) can be quickly explained. Service frequencies are also set out. HOW THE PLAN IDENTIFIES THE URBAN PRIORITIES Th is is supported by a table for each corridor as shown by Th e Strategic Plan has adopted a new visually based illusration Table 2 (an example from the Western Cape). of the proposals for each corridor. Each section of the Plan sets Each table sets out the proposed train service (in all cases out how the network will be developed, confi rming priorities, regular interval with an off -peak frequency of around 50% of timescales and the detail of what will be delivered. Selection of peak), locations for station improvements, and requirements

To Pretoria Gauteng South - Proposed 6 (Trains per peak hour) Leralla 12 Daveyton

Kempton Park 4

Langlaagte Johannesburg Germiston Randfontein Krugersdorp Springs 4 2 2 22 4 Dunswart 2 New Canada 2 Faraday 6 6 22 2 Naledi Dube Nasrec Nigel

6 Midway

2 4 Oberholzer Key Kwesine 3 2 6 Trains per hour Vereeniging 6 Additional stopping trains Figure 1: Sample future network map

Table 2 Corridor outputs table Description Supporting narrative Priority Timescale Incremental timetable enhancements to 12 tph (peak) and 6 tph (off- peak) on each line, with a regular interval timetable. Trains to call at all Revised rail services High Quick win intermediate stations. High-density seating provided given the passenger numbers. Some trains would turn back short of the termini Transport connections / Focus on Philippi, Langa and Mutual for interchange improvements, High Quick win station facilities since they have the highest footfall New services None (unless other line extensions interface) High Quick win New stations Two new stations proposed (subject to business case) High Quick win Sufﬁ cient capacity exists. Additional bay platforms at Philippi, Chris Network capacity High Quick win Hani and Kapteinsklip

14 September 2013 Civil Engineering for new stations, line extensions or capacity improvements. Prioritisation was provided by MCA, while the timescale is a reﬂ ection of both the practicality of delivery and the relative We shape a better world priority allocated.

LONGER-DISTANCE SERVICES PRASA runs long-distance rail and bus services. The Strategic Plan identifies an overall strategy to eventu- Effective Transport Solutions ally transform inter-urban and longer-distance travel. In the short term the Plan initially focuses on responding to rail’s existing challenges by improving journey times by reducing station dwells and improving punctuality. This involves considerable work with Transnet. In the longer term Transnet and PRASA are identifying higher- speed routes focused on premium freight and passenger trains. The strategy includes line speeds of 160 kph, using Autopax bus feeders to widen market coverage and using Autopax services to help grow demand on key corridors identified with a long-term rail potential. The strategy also outlines ways to create a new South Coast route in the longer term, running from Cape Town to Port Elizabeth, East London, Durban and Richards Bay, and a high-speed rail network to link Gauteng with Cape Town and Durban.

DELIVERING THE PLAN Th e Strategic Plan fundamentally reviews all of PRASA’s activities. It is a living document, which will be updated in response to global and national developments. What is noteworthy is the degree to which the Plan was built up with the participation and support of key public sector stakeholders. From the earliest stages of the development of the Strategic Plan, there has been a strong focus on delivery. It identiﬁ es a set of steps that PRASA is now adopting. Th ese are: ■ Focusing short-term on restoring service reliability ■ Addressing timetabling to make service patterns more appropriate ■ Continuing stakeholder engagement on a regular basis ■ Developing market focus through organisational change ■ Encouraging an entrepreneurial approach to develop new ideas ■ Focusing on alignment between projects to maximise beneﬁ ts ■ Prioritising investment in those corridors with the greatest needs and payback ■ Encouraging closer working with Transnet to bolster reliability.

CONCLUSION Th e Strategic Plan has focused PRASA on how to make the best use of the major investment now being implemented, and how to respond to stakeholders’ challenges and the changes in the Kollan Pillay South African nation. Th e process has shown that deploying a t: 011 218 7672 [email protected] prioritised logical and inherently strategic approach can focus www.arup.com the development of an objectives-led transport strategy, based on eﬀ ective and realistic options for change. Th e involvement of national and local stakeholders has played a major part in ensuring that PRASA matches its internal priorities to those of key public bodies, and has led to an integrated development plan that will help transform public transport in South Africa in years to come. Durban Johannesburg Cape Town +27 31 328 8700 +27 11 218 7600 +27 21 409 3500 [email protected] [email protected] [email protected] Civil Engineering September 2013 15 V2013 Released

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www.technocad.co.za • [email protected] Tel +27 11 803 8834 • Fax +27 11 803 3452 • TECHNoCAD, P.O.Box 87, Rivonia 2128 Inland intermodal terminals and

Gerard de Villiers freight logistics hubs Logistics Specialist Arup (Pty) Ltd [email protected] INTRODUCTION Transport planning and land use management are intricately engaged in the spatial design of nodes and links from origin to James Mackay destination in the supply chain. Martin Christopher (1) states Executive Manager: Group Commercial that leading companies are aware that the real competition is Transnet not between companies, but rather between supply chains. Th us [email protected] location and modal links to and from intermodal nodes are critical components in ensuring that the overall logistics costs are minimised in the supply chain and the node itself becomes a Luigi Serafino long-term viable and sustainable economic development. Container Terminal Specialist Th e node consists primarily of an intermodal freight terminal, CNR Logistics and freight logistics services which provide intermediate loca- [email protected] tions where logistics value is added to the movement of containers and ultimately the associated cargo. Th e modal links are usually dominated by road and rail, but inland air- or waterways are other by road. Benefi ts accrue to all parties by off ering consolidation common connectivity modes. Th e node and links form the crucial services for both imports and exports, as well as utilising the mobility fabric on freight logistics corridors that connect sea ports unit or block train concept, which streamlines the rail trans- with hinterland cargo origins and market destinations. port side signifi cantly. South Africa, in common with many of its neighbours, has Th e rail service provider benefi ts by creating concentrated a larger portion of its industry in inland areas and is well suited rail fl ows with high levels of planning repetition. Th is provides a to follow a support strategy for inland terminals to improve stable and consistent operating plan with the high utilisation rate the effi ciency of getting trade cargoes to inland industrial and required to make rail systems competitive and fi nancially viable. economic hubs. Such a rail system naturally results in the cargo owners receiving better service levels at lower per unit cost. A clear objective in THE INLAND INTERMODAL the South African environment, as outlined in the National TERMINAL OR DRY PORT CONCEPT Development Plan, is to reduce the cost of doing business, and Th e inland intermodal terminal or dry port concept has been further to reduce the transport component as a percentage of developed to integrate various individual components in total logistics costs through more competitive rail off erings. adding logistics value at a facility that acts as an intermediary Peripheral value-adding services supporting an inland inter- in the supply chain. Th is concept works on a "hub-and-spoke" modal terminal or dry port can include the following: principle, where containers are received from various origins ■ Basic services such as container repair and refurbishment, con- by unit or block trains to the intermodal terminal at a central tainer cleaning and maintenance, empty container storage, and hub, and are then distributed to the fi nal destinations, usually in-bond warehousing.

COMMERCIAL AND FINANCIAL SERVICES Financial institutions, security services, accommodation, retail, restaurants, health and medical services

VALUE-ADDED LOGISTICS SERVICES

Groupage, quality control, packing, packaging, goods inspection, consolidation, stuffing / de -stuffing, bulk / break-bulking, freight clearing & forwarding, cargo / freight insurance, truck stops, parking or staging areas, vehicle maintenance and repair services, container maintenance and repair, fuel supply, information and communication

BASIC LOGISTICS SERVICES

Intermodal transfer, loading and unloading, handling and transhipment, dry bulk warehousing, liqqg,gg,uid bulk warehousing, general warehousing, specialised warehousing, distribution centres

Core Infrastructure

Figure 1: Value-adding logistics services around the core infrastructure

Civil Engineering September 2013 17 Land

RECEIVER SENDER

ROAD/RAIL ROAD/RAIL TRANSPORT TRANSPORT

Hinterland • High-capacity mode connections • High-capacity cargo storage • Consolidation DRY PORT • Dispatching DRY PORT • Additional services (truck services, washing facilities, fuel stations, etc) • Customs clearances PORT OF CALL PORT OF SHIPMENT

SEA TRANSPORT Sea

Figure 2: Product ﬂ ow diagram (2)

■ Intermediate services such as specialised warehousing (e.g. re- of scale, however, can create signifi cant return on investment. frigerated, high-security, liquid/bulk handling and storage), Aggregating benefi ts across these value circles can therefore general warehousing for less-than-container loads (LCLs), create a long-term fi nancially sound investment opportunity for cartage, delivery and pickup, grouping (consolidation of loads), the entire intermodal development node. and shipping line container parks. Benefi ts to the main stakeholders include: ■ Specialised services such as export packing, insurance, freight ■ Freight managers and owners: Th e ability to get cost-eff ective and forwarding, 4PL management and commercial services. reliable service at aff ordable rates. Th is allows for improved These value-adding logistics services are depicted in Figure 1 freight planning, resulting in reduced need for stock carrying, as spherical surfaces extending outward from the core infra- less carrying costs and reduced demurrage charges. structure. ■ Shipping lines: Shipping lines are prepared to accept the inland Th e core infrastructure is traditionally supplied by the public port as a fi nal destination and issue shipping line Bills of Lading sector, as it is costly with relatively low profi t margins due to the to and from the inland port. Th is implies that change of owner- low level of value added by merely placing the cargo in the right ship and responsibility for goods can occur at said port, thus location. Th is area has high capital barriers to entry and is also ensuring more reliable shipping patters and payment terms. often impacted by other regulatory controls within the public ■ Container managers: Centralised control of containers within sector. Controlling the enabling infrastructure and regulatory the target area increases the possibility for reduction to environment, however, has the benefi t of determining the long- total number of containers needed in the area to satisfy the term growth direction and focus of the overall node, which is demand. Th e central hub allows concentration of container usually associated with public sector delivery mandates. movements, specifi cally for receiving empty containers and Th e further outward one moves in the value circles, the more preparing them for export movements. It also facilitates one moves into the traditionally more specialised private sector container repair, maintenance and cleaning services to be space, with lower capital barriers to entry and strong competi- centralised at the terminal. tion. Th e long-term economic multipliers resulting from such a ■ Rail operators: High infrastructure utilisation with concentrated development node are also related to the value circles, where es- traffi c patterns to fewer destinations. tablishment of each service level enables the next level of service ■ Transport service providers: Th e terminal makes it easier for the and economic development. transport service providers, both on rail and road, to achieve Benefi ts to the terminal operation occur because the ter- economies of scale by operating from one central hub. Th is minal serves as the central point or hub around which all con- reduces unnecessary shunting, with signifi cantly improved tainer movements and operations gravitate within the area. Th e turnaround times for rolling stock as well as road equipment, fl ow of containers to and from the target area becomes more cost as the central hub allows for effi cient loading or off -loading of eff ective and thus benefi ts the importer or exporter, increasing the container. competitiveness in the global markets. ■ Terminal facilities: Integration of the supply chain from hub to Because the terminal in itself is very capital- and volume- hub is achieved by greater cooperation and pre-planning for intensive it delivers a relatively lower return on investment. consignments. It also helps to reduce congestion at the seaside Th e peripheral services of the value circles which are linked ports, as containers can fl ow seamlessly to and from the inland to the terminal with its inherent effi ciencies and economies port under the authority of a through Bill of Lading.

18 September 2013 Civil Engineering Security Fence Rail Sidings Gate Gate Train Handling Area CFS Shed ge n Full Container Storage Area Area Intercha

Empty Container Storage Area Interchange Specialised Container Freight Station (CFS) Transit Shed Area Containers

Customs Admin Building Security Health Control Centre Inspection Container Shed Repair Area Vehicl e Holding Area Workshop

Entrance Gate Figure 3: Typical layout of a dry port – adapted from UNESCAP (4)

Jaržemskis and Vasiliauskas (2) provide valuable background to smooth transfer of goods and contributes towards cost reduc- the development of the dry port concept as intermodal node, tion in the supply chain. It should be emphasised that, due to the and they explain the diff erent terms used, such as inland clear- competing nature of supply chains, there will be competition ance depot, inland container depot, intermodal freight centre, between the transport modes linking the port of call and the dry inland freight terminal and inland port. Th eir defi nition of a port. Th is will primarily be between road and rail, which will dry port is "a port situated in the hinterland servicing an industrial/commercial region connected with one or several ports by rail and/or road transport and is off ering specialised services between the dry port and the transmarine destinations. Normally the dry port is container and multimodal oriented and has all logistics facilities, which are needed for shipping and forwarding in a port.” Th e function of transport terminals, their location and terminal governance are covered by Rodrigue et al (3) where they explore the role and importance of terminals with specifi c atten- tion to port sites, airport sites, rail terminal sites and the diff er- ence between hinterland and foreland. Th ey are of the opinion that there is a clear trend involving the growing level of integration between maritime transport and inland freight transport systems. Jaržemskis and Vasiliauskas (2) suggest that the increasing problem of transporting goods to and from the port through the city, together with the expensive costs of establishing new docks, have created pre-conditions favourable to establish hinterland terminals or dry ports. Th e activities and product fl ows of such dry ports are explained in Figure 2. Imported goods have to be consolidated in intermodal transport fl ows, and exported goods have to be collected and consolidated into international transport. Th us the dry port (or inland container terminal) has to provide hinterland warehousing, management of container fl ows (full and empty containers), reduced transport costs due to consolidation and various value-adding logistics services usually off ered at the coastal port. It is clear that dry ports have clear and defi nite roles for both import and export of products to and from destinations located in the hinterland. Th e intermodal interface facilitates

Civil Engineering September 2013 19 fi nd equilibrium based on a combination of service reliability and curately refl ects the typical operations of a dry port. Th ere could per unit cost. It is therefore natural that some cargos will natu- be a need for customisation of specifi c operations due to topo- rally be more rail-friendly and deliver higher benefi ts on rail than graphical restrictions, design capacity and available modes, but other cargos which may favour road. this can work well in principle. A critical success factor in the development of an intermodal Technical design standards, and operational procedures and node is to design for the correct service mix that maximises the guidelines aff ect the performance of dry ports. Careful analysis intermodal exchange and value at the terminal. and evaluation is needed to design the most eff ective system for the volume and type of containers to be handled. Figure 4 shows CONCEPTUAL DESIGN AND LAYOUT OF AN INLAND the typical operation of a rail-mounted gantry crane in combina- INTERMODAL TERMINAL OR DRY PORT tion with a reach stacker. UNESCAP (4) presented a paper on the technical and opera- Th is operation is used in most recently developed dry ports, tional issues related to the development of dry ports at the although it is important to note that rubber-tyred gantry cranes Regional Expert Group Meeting on the development of dry ports. and straddle carriers are used in addition to reach stackers. Some It provides useful guidance on the main functions and classifi ca- smaller terminals work with trailer operations where containers tion of dry ports according to the function and services rendered are not stacked but kept on skeletal trailers. Th is is not possible at the respective facilities. It also provides guiding principles for with higher volumes. the development and operation of dry ports, and stresses the need for standards in design and layout. CONCLUSION Th e physical layout often depends on the intended design Th e National Development Plan for South Africa (5) recognises capacity and transport modes that are engaged, but the paper the role of inland intermodal container terminals and freight suggests a typical functional layout for rail-based dry port, logistics hubs. Th e importance of such facilities is understood, shown in Figure 3. and the way forward in support of the government’s development Road trucks enter and leave through the entrance gate where targets in South Africa will indeed include the eff ective imple- receipt or delivery operations take place. A container freight sta- mentation and operation of these facilities as part of infrastruc- tion (CFS) provides for stuffi ng and de-stuffi ng of containers, and ture development. facilities are provided for customs and other examinations. Th e container yard area includes a CFS shed and workshop with con- REFERENCES tainer repair area, as well as the usual space allocated to empty, 1. Christopher, M 2011. Logistics & Supply Chain Management. full and specialised containers. Pearson Education Limited, Harlow, pp 13–15. Import and export fl ow processes, operational requirements, 2. Jaržemskis, A & Vasiliauskas, A V 2007. Research on dry suitable cargo and container-handling equipment, with specifi c port concept as intermodal node. Transport, Vol XXII, No 3, reference to the tractor-trailer system, lift truck system (front- pp 207–213. end loaders or reach stackers), rubber-tyred gantry crane and 3. Rodrigue, J, Comtois, C & Slack, B 2009. The Geography of rail-mounted gantry crane systems are discussed in the paper. Transport Systems, Routledge, New York, pp 164–191. From a rail-road interface point of view it is important to note 4. UNESCAP 2010. Technical and operational issues related to the need to keep the entrances of both modes apart so as to development of dry ports. Regional Expert Group Meeting on prevent the impact of the traffi c of one mode on the other and to the Development of Dry Ports along the Asian Highway and allow for safe shunting of incoming and outgoing trains. Th e two Trans-Asian Railway Networks, Bangkok, pp 1–9. modes will, however, engage around the container storage areas. 5. National Planning Commission 2012. National Development Plan Th is proposed layout can be recommended, as it fairly ac- 2030. Pretoria, pp 278–282.

Rail-mounted gantry crane

Rail tracks Road/Rail container stack Reach stacker

Figure 4: Intermodal container terminal operation

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South African perspective on Gerard de Villiers Logistics Specialist Arup (Pty) Ltd freight logistics hubs [email protected] High logistics costs, and INTRODUCTION Th e transport cost of 61% is signifi cantly transport costs in particular, Th e function and importance of moving higher than the global average of less freight and cargo for the national and pro- than 40% of logistics costs in 2010 (3). A have long been of concern to vincial economy is well defi ned and under- key contributing factor is that the South policy-makers, and strategies stood. It is a derived demand that supports African economy is transport-intensive the economy in providing raw materials, with long distances between the major to address the problem are in-process goods and fi nished products economic hubs. Adding to this challenge articulated in the National on time and at the right location. Freight is the fact that the majority of freight is transport is mostly done by road and rail via transported by road rather than rail. Rail Freight Logistics Strategy and the main freight corridors in South Africa. was responsible for 29.3% and road for the National Development Plan. Rail has lost some market share over time 70.7% of movements (calculated in ton-km) due to a gradual move from rail to road. during 2011. Although in many cases rail Th is has resulted in increased logistics costs is signifi cantly cheaper than road, rail in the import and export supply chains, and experiences serious challenges arising from it has become a national priority to reduce locomotive shortages and ageing equip- logistics costs on these corridors. ment, and infrastructure which negatively impacts the predictability and reliability of SOUTH AFRICAN rail services. Transnet’s Market Demand FREIGHT LOGISTICS COSTS Strategy, which incorporates a capital Th e CSIR found in their 9th Annual State investment plan of more than R300 bil- of Logistics Survey for South Africa (1) lion over the next seven years, is aimed at that logistics costs, as a percentage of addressing these challenges and thereby gross domestic product (GDP), have growing rail market share and lowering the increased from 11.9% in 2010 to 12.6% in cost of transport in the country. 2011. Th e trend is expected to continue High logistics costs, and transport with an estimated increase to 12.8% in costs in particular, have long been of con- 2012 largely due to the upward trend of cern to policy-makers, and strategies to fuel costs. Th e fi gure of 12.6% in 2011 is address the problem are articulated in the signifi cantly higher than the 8.5% in 2011 National Freight Logistics Strategy and for the USA (2). However, the structure the National Development Plan. of the economy in the USA is diff erent and this should be interpreted as a trend NATIONAL rather than directly comparable. A break- FREIGHT LOGISTICS STRATEGY down of the components of 2011 logistics Th e Department of Transport (4) has costs in South Africa looks as follows: recognised a major shift from rail to road ■ Transport 61.0% over the past decades, and the National ■ Warehousing 14.9% Freight Logistics Strategy has suggested ■ Inventory carrying costs 12.2% that a corridor approach should be fol- ■ Management and lowed to optimise the freight logistics administration 11.9% system. Th is originated from recom- ■ Total logistics costs 100.0% mendations contained as far back as

Civil Engineering September 2013 23 1998 in Moving South Africa (5), which Similar to the National Freight Th e PICC has done much work to as- emphasised the importance of building Logistics Strategy, the role of inland in- sess the infrastructure gaps through spatial density in the freight transport system by termodal container terminals and freight mapping which analyses future population focusing on creating a dense core network logistics hubs has been recognised and growth, projected economic growth and comprising a limited number of high- specifi cally mentioned as a "corridor of areas of the country which are not served volume freight corridors. logistics hubs". It is clear that the impor- with water, electricity, roads, sanitation Th e important links between major tance of the above-mentioned facilities and communication. Based on this work, production centres, points of entry and is understood, and the way forward for 18 Strategic Integrated Projects (SIPs) have exit into the country, and traffi c con- development in South Africa will include been developed and approved to support solidation points should be focused on, the eff ective implementation and opera- economic development and address service because these will have the most signifi - tion of these facilities as part of the coun- delivery in the poorest provinces. cant eff ect on the freight logistics system. try’s infrastructure plan. Th is case study looks at SIP 2, the Inland intermodal container terminals Durban–Free State–Gauteng Logistics and freight logistics hubs are typical SOUTH AFRICAN CASE STUDY and Industrial Corridor. Th e purpose of traffi c consolidation points and are in- Th e South African government has ap- this project is "to strengthen the logistics deed useful concepts that can be used to proved an Infrastructure Plan that inter alia and transport corridor between South optimise the freight logistics system. addresses this particular need for freight Africa's main industrial hubs, improve ac- It is important to note that the logistics hubs. It was presented by the cess to Durban’s export and import facili- Department of Transport is currently Presidential Infrastructure Coordinating ties, raise effi ciency along the corridor, in- considering the updating of the National Commission (PICC) (7) at a Provincial and tegrate the Free State Industrial Strategy Freight Logistics Strategy. Th is will en- Local Government Conference on 13 April activities into the corridor and integrate sure that the strategy remains aligned 2012. Th is initiative provides an excel- the currently disconnected industrial and with global trends and local freight logis- lent example of the importance of inland logistics activities, as well as marginalised tics requirements. intermodal terminals and freight logistics rural production centres surrounding the hubs on the most important freight corridor corridor that are currently isolated from NATIONAL DEVELOPMENT PLAN between Durban and Gauteng. the main logistics system”. South Africa’s National Development

Plan (6) focuses on eliminating poverty Pyramid South Mega and reducing inequality by 2030 through Hub uniting South Africans, unleashing the Gauteng Aerotropolis NthNorthern Sentra-Rand energies of its citizens, growing an in- Mega Hub clusive economy, building capabilities, Region City Deep Inland Port Tambo enhancing the capability of the state, and Springs Mega West Rand Hub leaders working together to solve complex Logistic Hub problems. Chapter 8 of the plan deals with transforming human settlements and the Rural national space economy, and it speciﬁ cally Development NSC (SIP 11) (SIP 17) refers to the development of a national Central spatial framework and the importance of Region Harrismith the competitiveness of economic corridors. Logistics Hub Th e NDP states that the corridor of logistics hubs, road, rail, fuel and other Dube infrastructure, including and connecting Cato Ridge Trade Dry Port Gauteng and Durban, is vital to the future Port of the national economy, and should be Southern Durban Conurbia Integrated designated as a national competitiveness Region Port of Durban Settlement Port and Rail Durban corridor. It accounts for approximately Expansions Dig-Out Port 46% of GDP and should be integrated as part of the North-South Corridor Figure 1: Project clusters on the Durban–Free State–Gauteng corridor, adapted from Draft SIP 2 Integrated Business Plan (8) stretching from Durban to Dar es Salaam.

Table 1 Characteristics of project clusters Northern Region Central Region Southern Region  Dominated by eThekwini sea port (gateway)  Consists mainly of Gauteng hinterland  Includes KwaZulu-Natal, Free  Logistics and value-adding services  Industrial and commercial centre State and Gauteng rural areas  Import / export / transhipment  Super / mega inland intermodal terminals  Agricultural sector dominance  Logistics parks / hubs / clusters / dry ports  Logistics parks / hubs / clusters / dry ports  Logistics parks / hubs / clusters  Container depots / empty container parks  Origin / destination / transit / consolidation  Transit / consolidation  Origin / destination / transit / consolidation

24 September 2013 Civil Engineering Th e content of the draft SIP 2 Most of the facilities are in the plan- REFERENCES Integrated Business Plan (8) might ning stage, although the expansion of 1. CSIR 2013. The 9th Annual State of change, but currently inland freight existing facilities in City Deep, the Dube Logistics Survey for South Africa – terminals that could serve Gauteng and Trade Port and upgrades in the Port of 2012, pp 3–5, Pretoria. countries to the north of our border are Durban have already started. Th e Tambo 2. CSCMP 2012. The 23rd Annual State of identifi ed as key components of the SIP 2 Spring mega hub in the northern region, Logistics Report, Lombard, p 8. corridor. Harrismith logistics hub in the central 3. CSIR 2012. The 8th Annual State of Th e business plan suggests that most region and Cato Ridge dry port in the Logistics Survey for South Africa – of the projects in the corridor should be southern region are probably most ad- 2011, p 35, Pretoria. clustered around the various intermodal vanced in planning, and implementation 4. Department of Transport 2005. National hubs (inland and port) that populate the may start soon. Freight Logistics Strategy, pp 59–61, corridor, as shown in Figure 1. It is important to note that the Pretoria. Currently, the projects are clustered in characteristics of the project clusters 5. Department of Transport 1999. Moving the following three regions: are diff erent and the business cases for South Africa – The Action Agenda, ■ Northern Region (Gauteng) the respective projects will be diff erent. p 49, Forum Building, Pretoria. ■ Central Region (Free State) Table 1 provides an indication of some of 6. National Planning Commission 2012. ■ Southern Region (KwaZulu-Natal) the salient features of the terminals and National Development Plan 2030, Th e project concept is to pursue the inte- hubs in the diff erent regions. pp 278–282, Pretoria. grated development of the corridor, and 7. PICC 2012. A summary of the appropriate sequencing of developments CONCLUSION Infrastructure Plan, Provincial and to avoid bottlenecks and congestion on Th is case study is a good example of how Local Government Conference, the corridor. Th e majority of the projects a collection of various terminals and hubs pp 1–34, Pretoria. can be classifi ed as intermodal terminals should be integrated in one corridor to 8. Draft SIP 2, 2012: Durban–Free State– and freight hubs with equal emphasis achieve lower logistics costs and smooth Gauteng Logistics and Industrial placed on the core economic infrastruc- supply chain integration, thereby pro- Corridor Integrated Business Plan, ture which makes effi cient connectivity viding the opportunity of making South Internal publication, SIP 2 Steering between the hubs possible. Africa more competitive in global trade. Committee, pp 1–29.

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T: +27 21 900 4400 F: +27 21 900 4468 E: [email protected] www.muchasphalt.co.za Public Transport: Why Not?

Charles MacRobert Lecturer School of Civil and Environmental Engineering University of the Witwatersrand [email protected]

PREAMBLE get to work, within the same amount of I wasn’t the greatest student of A little over a year ago I made a decision time as it would have taken me to drive. transport studies at university (my to try out public transport in the form Having got into work at 07:30 and lecturers can attest to this), but simply of the Metro Bus. For nearly two years I worked my stipulated hours, I left the of- using the bus was not enough for me. had been toying with the idea, as every fi ce at around 16:00 and wandered to the For each trip a receipt is generated, morning I saw the same bus drive past my nearest bus stop. I had gone online and which indicates the route taken and the gate as I drove to work and every evening eventually found a Metro Bus timetable time of embarkation. Being a bit of a another one. I asked around the offi ce (after repeated searches) indicating that collector, these started to accumulate about how the buses worked and whether a bus to a shopping centre near my fl at and I began to capture the data. This they were reliable. I was told they gener- should pass just after 16:30, giving me a was to help me know how close to the ally were, but depending on them could big time window to make it home. scheduled time I could wait to go to be risky. At the bus stop some friendly users the bus stop. The distribution of times Th en one morning I fi nally decided told me that, indeed, a bus would arrive at allowed me to also know when a bus to step onto the bus with very little idea 16:30 and that it would in fact go to my de- was not simply late, but not coming at as to its destination. Th e bus driver as- sired destination. To my great satisfaction all. However, even when no bus arrived sured me it went to Ghandi Square from at 16:30 I hopped on the bus and was home another one would usually be about where I knew I could walk to the offi ce. by 17:15. I soon fi gured out which bus went 30 minutes away to either get me to Th is is probably the most daunting and straight to my offi ce and which bus went work or home. frustrating aspect of public transport in straight home – no more traffi c jams and I At the beginning of this year I Johannesburg – the lack of information could fi nally read the books that had been joined the staff at the University of the about routes and times. I did manage to accumulating dust on my shelf at home. Witwatersrand and I was determined

26 September 2013 Civil Engineering 35 104 Trips, 07:02 30

15 Frequency 10

2 Trips, 06:41 2 Trips, 07:37 2 Trips, 07:44 0 06:30 06:45 07:00 07:15 07:30 07:45 08:00 Time

32C JHSG 32B JHSG 32B JHSG 32C JHSG Figure 1: Buses caught at Jeppe High School for Girls (number of trips, average time)

6 13 Trips, 06:43

4 1 Trips, 07:30

3 Frequency 2

0 06:30 06:45 07:00 07:15 07:30 07:45 Time

33 BG 33 BG Figure 2: Buses caught at Bedford Gardens Shopping Centre (number of trips, average time)

10 to continue using the bus. Th is brought 8 54 Trips, a whole new round of getting used to 15 Routes which buses to take. I stuck with the 6 same buses I was catching from near my

fl at, but had to change over at Ghandi Frequency 4 Square. Th is was rather daunting as no- one could tell me exactly which bus to 2 catch. Th rough trial and error I managed to fi gure out which bus was not crowded 0 06:45 07:00 07:15 07:30 07:45 08:00 and which had the friendliest bus driver. A similar process was required in the Time evening. Soon I was recognising faces, a great comfort when you are not too sure All GS Busses you are on the right bus! Figure 3: All Buses from Ghandi Square to the University of the Witwatersrand Th is growing data set got me thinking of writing something to highlight my MORNING BUSES University of the Witwatersrand. experience on public transport, and In the morning I catch buses either at With reference to Figure 1, buses from hopefully encourage more to use it. Some Jeppe High School for Girls, or around Jeppe are in the middle of the bus route informative graphs are given alongside the Bedford Gardens Shopping Centre. and therefore have quite a wide range illustrating the data collected, along with Th ese buses pass through Ghandi Square of embarkation times, presumably due relevant comments. travelling to either Marshall Town or the to traffi c conditions and the number of

Civil Engineering September 2013 27 35 passengers. Published departure times Eloff Street, resulting in overcrowded 42 30 from Eastgate Shopping Centre for these conditions and being late for the bus Trips, buses are 06:30, 06:50, 07:25 and 07:25 I needed to catch at Ghandi Square. 16:30 25 respectively with travel times roughly just The 56B bus I settled on is stated to over 10 minutes to this stop. Th e four later leave Braamfontein at 16:15; the bus 20 trips from Jeppe are trips when the earlier stop outside the Richard Ward building 15 bus did not arrive. Th is represents under (at the university) is only about 500 m

Frequency 4% of trips taken. Figure 2 illustrates before the Braamfontein stop, but due 10 actual embarkation times at Bedford to heavy congestion at the intersection Gardens and the start of these routes, of Jorissen Street and Bertha Street, the 5 2 Trips, with published departure times of 06:40 travel time is roughly five minutes. The 16:20 0 and 07:30 respectively. driver of this bus is therefore well aware 16:15 16:30 16:45 Transfer buses at Ghandi Square of his timetable. seem to be very erratic, and embarkation When transferring at Ghandi Square, Time times vary considerably. A large number my fi rst choice is the 33 bus I caught at of buses travel from Ghandi Square to 16:30 outside 55 Marshall Street, which 32B 55 Mars 33 55 Mars the university, and I get on the fi rst to ar- with reference to Figure 5, I embark Figure 4: Buses from 55 Marshall Street rive. Generally, I arrive at Ghandi Square at 16:36 on average. Th is bus, as men- (number of trips, average time) between 07:15 and 07:20, and on average tioned earlier, is stated to leave Westgate I embark on a bus to the university by Terminus at 16:35 – this appears therefore 20 07:24; the latest I have had to wait was to be the time the bus arrives at Ghandi 31 18 until 07:43. Square instead. Th e two later buses are Trips, 16 stated to leave Westgate at 16:50 and 16:10 14 EVENING BUSES 17:15. Th e 16:50 bus, as I know from 12 Figure 4 shows the distribution of experience, only starts at Ghandi Square embarkation times for journeys taken whilst the later bus appears to be fol- 10 9 Trips from the bus stop outside 55 Marshall lowing the timetable correctly. Bus drivers 8 -Other Frequency 6 Routes Street. Th ese two buses originate from starting at Westgate therefore treat 4 the Westgate Bus Terminus with the Ghandi Square as a far more important departure times given as 16:25 and 16:35 stop. Th ese two buses are alternatives for 2 respectively. Th ese buses appear to run when the bus from Braamfontein runs 0 fi ve minutes early. late, most often due to congestion or 15:45 16:00 16:15 A great number of buses pass by when an earlier bus did not arrive. I did Time the university as it is close to the Metro not specifi cally record when an earlier bus Bus Depot, and continue on to Ghandi did not arrive, but it occurred about fi ve 45 Ward 56 Ward 32D Ward Square before going to other destina- times out of the recorded trips. tions. I tried a number of these buses, 42 Ward 56B Ward before settling on a preferred one (see CONCLUSION Figure 5: Buses from Richard Ward Figure 5). Some of the buses collected So why not use public transport? From (number of trips, average time) a large number of passengers along my personal experience the buses appear to run consistently, although not 25 always accurately to their timetables, thus requiring some exploring and talking 58 Trips, to strangers to fi gure out exactly how it 20 16:36 works. Th e occasional breakdown does occur (once so far for me) and some buses 15 should really be replaced. On occasion the bus you want to take may not arrive, but I 10 have never been left stranded. Frequency Although this is only one person’s 12 Trips, 2 Trips, experience, a great number of people 5 16:48 17:22 use Metro Bus and other forms of public transport in Johannesburg every day. As 0 more people use public transport and use 16:30 16:45 17:00 17:15 17:30 opportunities to voice their experience Time in circles of infl uence, its great importance will be appreciated. A developed city is one that maintains and invests in 33 GS 33 GS 33 GS existing public transport, and integrates Figure 6: Buses from Ghandi Square (number of trips, average time) new systems.

28 September 2013 Civil Engineering bidim R MyCiTi Integrated Rapid Transit System it is not just about the bus BACKGROUND Graeme Greenwood Pr Eng, C Eng Th e City of Cape Town has entered an exciting era of public Principal Project Manager transport. Not only has it successfully launched a Transport AECOM (Pty) Ltd Authority, known as Transport for Cape Town (TCT), but its [email protected] fl agship project, the Cape Town MyCiTi Integrated Rapid Transit (IRT) System, is growing from strength to strength. Th e MyCiTi bus service is a component of the bigger IRT Andrew Bulman System which brings together all modes of transport, including Sector Unit Manager rail, bus, taxis and non-motorised transport (NMT) in a coor- Traffic & Transportation: GIBB (Pty) Ltd dinated fashion. It was launched as a pilot project in May 2010 [email protected] for the 2010 FIFA World Cup to provide services such as the Civic Centre to Stadium shuttle service, the Airport to City express service and the Inner City Gardens to Waterfront service Ronald Kingma for World Cup spectators and visitors. Th e system has grown Manager IRT Operations since then, and, supported by its ever increasing infrastructure Transport for Cape Town City of Cape Town footprint, provides safe, effi cient, aff ordable and reliable public [email protected] transport services for the residents of Cape Town. Th e City is aiming to signifi cantly expand the services from the present provision of seven feeder and trunk routes by intro- THE SUM OF THE PARTS ducing an additional 31 feeder and trunk routes in the foresee- Transporting a passenger from A to B involves a system of able future (known as Phases 1a and 1b). A trunk route is classi- well-coordinated and integrated parts. Each of these parts fi ed as an arterial route on dedicated bus lanes, whereas a feeder play an important role in ensuring that passengers are able get route is a more penetrative route that operates in mixed traffi c in to their destination with the objective of ensuring they enjoy mainly suburban areas. the ride as well. A typical passenger experience will involve: Th e continuing success of the service is, however, not just ■ Th e Transport Information Centre (TIC) and communications about buses, but is dependent on a number of parts that con- teams who aim to give the passenger up-to-date information tribute equally to the success of the system. Th is article gives on bus schedules, route maps and interruptions to the service some insight into how all these parts contribute to ensuring that via telephone, web site and social media, etc. the buses are kept on the road and the passenger journey is kept ■ Th e directional and information signage at all stops, shelters as enjoyable and stress-free as possible. and stations.

Civil Engineering September 2013 31 ■ Th e infrastructure with its dedicated roadways and stations Th e system also relies on continual feedback from the general to ensure a quick and congestion-free journey to work and public to ensure that the highest standards are maintained. Th e school. TIC refers any serious or special issues directly to the City op- ■ Th e world-class Automatic Fare Collection (AFC) system to erational team to ensure that a personal touch is provided and to ensure ease of payment and access. ensure rectiﬁ cations are put in place. ■ Th e operators who drive the buses and operate the stations. Graph 1 gives an indication of the number of calls and the ■ Th e low emission buses with wheelchair and bicycle access. type of feedback received from the public over the past year. It ■ Th e law enforcement oﬃ cers who uphold passenger safety. clearly indicates the enthusiasm of the public by the number of Th ese key parts are described in more detail below. enquiries regarding when routes are coming to their area. Th e communications team has developed a brand everyone Transport Information Centre and Communications can relate to. Th e MyCiTi mascot, Marvin, is the product of a Th e TIC acts as the central point of contact for all public que- competition among passengers. He can be found mingling with ries. With one toll-free number (0800 65 64 63) passengers can the crowd at special events and has become an interactive show- access a wide range of information about MyCiTi and lodge piece for representing the brand. complaints or queries. Th ese include questions relating to how Th e Mobi Website is accessible from all forms of mobile the myconnect (AFC) card works, bus departure / arrival times, phones and provides the passenger with ‘live’ real-time informa- future routes, lost property and fare enquiries. tion on bus departure times per route for every stop. On smart-

Queries sticker placed on the back of all buses and at bus stops to encourage public feedback Marvin the mascot with myconnect card

Transport InformaƟon Centre IRT StaƟsƟcs July 2012 - June 2013

1 200

1 000

800

600

400

200

0 ī ng ons Ɵ Ɵ route ng late ng ī Sta Bus hire Ɵ Smoking Marke Cycle lanes ng o ng General info Compliments Ɵ Lost property Lost Failure to stop Fare enquiries Fare Overcrowding on / Roadworks on / Electronic gates Failure to arrive Route enquiriesRoute Ɵ New stop request stop New Bus opera Accident / Incident / Accident Safety and security behaviour - Driver myconnect queries myconnect Timetable enquiries Timetable New service request serviceNew ī Extra servicerequest Extra ng ahead of schedule of ahead ng on / Announcementson / Route change change Route request on of property - propertyon of Buses Ɵ Ɵ Bus opera Sta Ɵ Reckless driving: Signals on of property - propertyon of Request for Request employment behaviour - sta Facility Bus stop removalstop request Bus Construc Ɵ Reckless driving: Speeding ī Other vehicles in bus lanes bus in vehicles Other Depar Sta Condi Reckless driving: Cellphone use Condi No Informa

Graph 1: Transport Information Centre IRT Statistics, July 2012 – June 2013

32 September 2013 Civil Engineering phones the mobi site (mycitibus.mobi) can be used, and on older phones the site can be accessed via the SMS code *120*1040#. All times reﬂ ected include any delays experienced on the route, which are also indicated on the electronic Passenger Information Displays (PIDs) in all of the stations. In addition to these options, QR codes are incorporated into all passenger information posters at stops. Th is enables smart- phone users to scan and obtain quick and easy access to MyCiTi information pertaining to that particular stop. A dedicated and fully interactive website (www.myciti.org.za) has recently been launched, which provides a wide range of information, including a trip planner, route maps, timetables and information on fares, etc.

Signage For passengers who do not have access to the internet or smart- phones, passenger information signs at all stops and stations are an integral part of the system to keep passengers informed. Th e signage comprises static information signs, way-ﬁ nding signs, electronic PIDs in stations and electronic destination displays (EDDs) on buses. A dedicated team of graphic designers and operational signage staﬀ ensures that the information is updated continually.

Infrastructure The bulk of the investment in this service is in the infrastructure, which differentiates the MyCiTi system from other modes of transport. Reducing the cycle times of buses by

Typical cantilever bus stop

Civil Engineering September 2013 33 using appropriate infrastructure means fewer buses need to ■ Th e stops and closed stations with high-level boarding be procured, less kilometres need to be travelled, as well as through multiple doors enabling faster boarding and faster journey times for passengers. Some of these time savers alighting times. include: ■ Inductive loops at traffi c light intersections enabling pre- ■ Th e ‘red’ road, a dedicated concrete bus lane enabling the selection signal control to give the bus priority. buses to travel independently of mixed traffi c, especially sig- ■ Kassel kerbs that control the bus wheel movement when nifi cant in peak periods. docking, allowing for more accurate station alignment.

Access gates in the closed stations

Bus validator used at open feeder stops

Bicycle access onto a bus – note the level boarding and extended ramp for easy access

18 m articulated bus

34 September 2013 Civil Engineering ■ Cameras linked to the centrally located Transport Management Centre (TMC), enabling queues to be analysed inside the stations and bus requirements managed accordingly. ■ Pre-paid gate access with the AFC system using the Euro Mistro Visa (EMV) cards, reducing delays to bus departure times as bus drivers do not have to deal with money or tickets. Th e stations are managed by an independent contractor who tendered for the services and who operates them under a Service Level Agreement (SLA) with the City.

The Automatic Fare Collection (AFC) system Th e EMV or myconnect card has become synonymous with the MyCiTi system and has replaced the paper ticket system. Th is world-class payment system not only acts as a debit card, but enables quick ‘tapping on’ and ‘tapping off ’ while using the buses and stations. When the system commenced, a fl at fare was charged depending on what service the passenger used. On 3 August 2013 the distance-based fare structure was launched, which allows for more accurate fares linked to distance travelled, the charging of peak and off -peak fares and the option of buying cheaper bulk packages. Myconnect cards can be purchased and value added at MyCiTi stations or at selected retailers in the vicinity of the service. To date, approximately 125 000 cards have been sold.

Vehicle operating companies and station management services Th e City has partnered with taxi associations and bus companies who presently operate in the planned MyCiTi areas. Th ese associations have formed companies who now operate the buses. Th ree companies presently operate the service – Golden Arrow Bus Services (GABS), Kidrogen and TransPeninsula Investments. Th ese companies have risen to the challenge of managing these new bus companies, providing the drivers, and technical and management staﬀ necessary to keep the buses on the road.

The fl eet Th e MyCiTi fl eet presently consists of three vehicle types. Th e vehicle types are used according to the route or area in which they are operating which is infl uenced by the passenger demand, the terrain and the station/stop confi guration. At present the fl eet comprises 8 x 18 m, 44 x 12 m and 31 x 9 m buses. As the future routes and services roll out for Phase 1a, an additional 24 x 18 m, 24 x 12 m and 190 x 9 m vehicles are due to enter the service. All these buses are wheelchair- and bicycle- friendly. ■ 18 m articulated buses Th ese high-fl oor buses operate mainly on the dedicated bus ways. Th ey can accommodate up to 131 passengers (59 seated, 72 standing and two wheelchairs). ■ 12 m rigid buses Th ese high-fl oor buses also operate mainly on the dedicated bus ways and can accommodate up to 86 passengers (45 seated, 41 standing and one wheelchair). ■ 9 m buses Th ese buses are currently being assembled in Cape Town and have been operating on three of the feeder routes since March 2013. With low fl oors, they are designed to travel effi ciently in mixed traffi c and on the steep and narrow roads found in many areas of Cape Town. Th ese medium-sized buses can

Civil Engineering September 2013 35 accommodate up to 50 passengers (25 seated, 25 standing) blue in comparison to the extended afternoon peak as indi- and have a demarcated area for a wheelchair. Level boarding is cated in red. achieved via a retractable ramp. Th e recommended maximum standing density in South The current passenger occupancies on the trunk route from African is 4.5 standees per m2 of available standing area, which the Civic Centre to Table View are indicated in Graph 2. The compares favourably to the European and USA standards of typical concentrated morning peak period can be noted in 4 pax/m2 and 5 pax/m2 respectively.

12 m rigid bus

9 m bus

Bus Occupancies for Buses DeparƟng from Civic Centre and Table View - Tuesday, April 2013 140

120 ArƟc Max PracƟcal Capacity = 110 pax

100

80 Rigid Max PracƟcal Capacity = 74 pax

60 Number of of passengers Number

0 05:00 05:50 06:20 06:36 06:48 07:00 07:12 07:24 07:36 07:48 08:00 08:12 08:24 08:40 08:56 09:20 09:45 10:20 11:00 12:00 12:45 13:25 14:00 14:25 15:00 15:25 15:45 16:03 16:19 16:30 16:43 16:54 17:07 17:18 17:31 17:42 17:55 18:05 18:19 18:30 18:43 18:55 19:18 19:55 20:30 20:55 21:30 22:00 Time Departure from Table View Departure from Civic Centre Graph 2: Occupancy of buses departing from the Civic Centre and Table View on a Tuesday, April 2013

36 September 2013 Civil Engineering The MyCiTi Volvo buses are currently specified for a sengers to exceed this density, which results in the practical maximum standing density of 4.2 pax/m2, but the present capacity (85% of legal capacity) of the buses rarely being ex- actual peak standing densities achieved on the trunk tend to ceeded, as is evident from Graph 2. be closer to 2.0 pax/m2. There is a general reluctance by pas- In order to keep the standing densities as high as possible in peaks, the current operational approach is to first fill the seated capacity of the peak buses and then allow those who MyCiTi Passenger journeys based on ticket sales are willing to stand for the journey to jump the queue. This (excluding airport and event services) improves the sustainability of the service whilst ensuring that 350 000 passengers are not deterred from using the system.

300 000 Law enforcement 250 000 Law enforcement officers are an integral part of the system in 200 000 order to ensure public safety and prevent fare evasion. These 150 000 full-time members on the ground are supported by the City’s Passengers per month 100 000 Strategic Surveillance Unit based in the TMC, who monitor 50 000 security cameras which cover the stations, stops, bus lanes

0 and the inside of the buses. In combination with ensuring passenger safety, the Jul-11 Jul-12 Oct-11 Oct-12 Apr-12 Apr-13 Jun-11 Jan-12 Jun-12 Jan-13 Jun-13 Mar-12 Mar-13 Feb-12 Feb-13 Nov-11 Dec-11 Nov-12 Dec-12 Aug-11 Sep-11 Aug-12 Sep-12 May-11 May-12 May-13 unit also records and fines any unauthorised vehicles ob- served on the CCTV cameras using the bus lanes, which Graph 3: MyCiTi passenger journeys based on ticket sales have resulted in a marked drop in misuse over the past (excluding airport and event services) year. In addition, the buses are fitted with ‘drive cam’

1 Cormorant 11 Cormorant Main Routes T01 Table View - Civic Centre Big Bay BIG BAY A01 Airport - Civic Centre - Waterfront Kleinbaai Area Routes Bokkombaai 101 Gardens - Civic Centre 95 Sandown Tryall F15 102 Salt River Rail - Walmer Estate - Civic Centre F14 Big Bay - Table View - Parklands East 60 Sandown 87 Sunningdale 134 Sunningdale Perlemoen BLOUBERG F15 Parklands East - Table View - Blouberg Sands SANDS Marine Circle - Table View - Blouberg Sands 79 Sunningdale F16 4 Sandown East PARKLANDS EAST Shell 86 Sunningdale

Main StationStation Stop 83 Ringwood F14 59 Parklands Main Warwick Humewood 3 Sandown 12 Sandown 95 Sandown York 151 Gie

77 Sunningdale 35 Parklands Main Unless otherwise shown, buses travel F14 Elkanah House in both directions. 28 Parklands Main Ravenswood 131 Gie * Routes, stops and stop names are subject to change. Garden 13 Parklands Main Main 13 Parklands 13 Parklands Main Main 17 Parklands 17 Parklands Main 27 Parklands 33 Parklands Main Link 14.11.2012 75 Porterfield 2 Parklands Main 24 Parklands Main Parklands Main 99 Gie 78 Porterfield Seal 25 Porterfield 1 Parklands Main Parklands College 28 Porterfield 32 Raats Chestnut 67 Gie 54 Gie F16 Merlot 10 Raats Main 10 Parklands Main 14 Parklands 39 Gie 52 Gie Marine Circle Table TABLE North View VIEW 17 Gie 30 Gie

1 Blaauwberg Arum 145 Blaauwberg 187 Blaauwberg 237 Blaauwberg

Sunset Beach 2 Blaauwberg 60 Blaauwberg 39 Blaauwberg Racecourse 164 Blaauwberg 188 Blaauwberg 210 Blaauwberg 203 Blaauwberg 236 Blaauwberg 257 Blaauwberg 260 Blaauwberg

Milnerton

Woodbridge

Lagoon Beach

Zoarvlei

WATERFRONT Vrystaat Waterfront Section Breakwater FORESHORE Neptune Convention Centre Convention Salt River Rail 102 Granger Bay Foreshore Paarden Eiland Spencer Woodstock Kent 101 Thibault Civic SALT RIVER GREEN POINT Square Centre T01 Upper Salt River Stadium Lower Loop Lower Long Lawly Adderley A01 Balfour

Mid Loop Mid Long Coronation West Coronation East Airport

Upper Roodebloem

Church Longmarket CPUT Darling The Castle District Six Zonnebloem Chester East Chester West Hanover Street Hanover Upper Mountain

Leeuwen Dorp T Upper Loop Upper Long

Michaelis 1 Government Ave GARDENS

Annandale Gardens Map 1: Initial MyCiTi routes

Civil Engineering September 2013 37 cameras which monitor the bus drivers to ensure that gers in May 2013 was as a result of the national bus strike. A gen- they behave in accordance with the code of conduct. eral seasonal trend is emerging as potential passengers choose to use their cars over the Cape Town winter months. MYCITI STATISTICS Table 1 indicates the present on-time buses against the set Since the launch in May 2010, approximately 7.2 million passenger schedules for the main trunk routes (T01/A01), the inner city journeys have been made on the MyCiTi rapid transit system. In feeder routes (F1/101/102) and the Table View feeder routes addition to daily commuter travel, it includes transport services (F14/F15/F16). Th ese results compare very favourably with the provided during the 2010 FIFA World Cup and subsequent events Transport for London (TfL) standard of 85% on-time buses. Th e held at the Cape Town Stadium. results clearly indicate how the Table View feeder routes, which Th e number of passenger trips made on a monthly basis is do not have their own dedicated lanes, have lower schedule ad- shown in Graph 3. Th e sharp decrease in the number of passen- herence results as they operate in mixed traﬃ c.

Crown Enon Routes currently operating MAMRE Paradise PM Louw T01 Wood - Table View - Civic Centre - Waterfront PELLA

Silverstream 235 Goedverwacht A01 Airport - Civic Centre - Waterfront Mauritius Magnet 101 Gardens - Civic Centre Kehrwieder Kent 102 Salt River - Walmer Estate - Civic Centre 233 Hermes 215 Pella NorthPella Pella South Pella

213 West Beach - Table View - Sunningdale SAXONSEA Saxonsea Clinic Montreal Newlands Knysna

214 Big Bay - Table View - Parklands East Saxonsea Primary 236 Sherwood Clearwater Brutus 215 Sunningdale - Gie Road - Wood Charl Uys Montezuma SHERWOOD 216 North Sunningdale - Wood Drive - Wood Wesﬂeur Park Arion Human Kemp Narcissus Routes coming Edward T02 Atlantis - Table View - Civic Centre Lancaster Atlantis T03 Dunker Atlantis - Table View - Century City DUYNEFONTEIN Parkview 101 Vredehoek - Gardens - Civic Centre Wesﬂeur Hospital Sampson Robinvale Hoff North 103 Reygersdal Flamingo Park Swawel Oranjezicht - Gardens - Civic Centre Gothenburg

Pelikan Pertus Waldeck

Jacana 237

104 Losperds ATLANTIS Sea Point - Waterfront - Civic Centre Raymond Riebeeckstrand 232 105 Sea Point - Fresnaye - Civic Centre Fiskaal ROBINVALE Hoff South Colebrook 106 Charel Uys Magnolia Waterfront Silo - CBD - Camps Bay (clockwise) Robben Bengal Alberto Gardenia Disa

107 Waterfront Silo - CBD - Camps Bay (anti-clockwise) Starling Atalanta MELKBOSSTRAND Dahlia Bottlebrush Eco Village 108 Hout Bay - Hangberg - Sea Point - Civic Centre 230 Starke Berzelia Saxonwold 109 Hout Bay - Imizamo Yethu - Sea Point - Civic Centre 231 Charles Duminy Charel Uys South Witsand North 230 Duynefontein - Melkbosstrand Tom Henshilwood John Dreyer 231 Atlantis - Atlantis Industria East John Van Niekerk Melkbosstrand John Heyns 238 232 Atlantis - Avondale - Protea Park - Atlantis Industria West ATLANTIS Industrial Witsand South Charles Piers 233 Atlantis - Saxonsea Beach INDUSTRIA Atlantic Atlantic Waratah Neil Hare 234 Atlantis - Mamre Seaside Village CormorantBrittlestar WITSANDS Marine

Louwtjie Rothman 235 Atlantis - Pella Big Bay BIG BAY Charles Matthews Tryall 236 Atlantis - Sherwood Radar De Mist PARKLANDS 237 Oakland Hills Atlantis - Robinvale Kleinbaai EAST 238 Atlantis - Witsands Blouberg Sands SecondaryParklands

250 BLOUBERG Hospital Dunoon - Montague Gardens - Century City Waterville 215 Braselton Woodlands Wandsworth Bokkombaai SANDS Blaauwberg 251 Century City - Montague Gardens Gie North Nantucket Humewood Devonshire Hamptons Main NorthParklands Cabin Sandown Mitchells Plain - Civic Centre Perlemoen Usasaza Chippenham Khayelitsha Site C - Civic Centre West Beach Wood North DUNOON Valderrama Dorchester Khayelitsha CBD - Civic Centre Shell Stirling Ravenswood Oakdale Garden Dunoon St Johns Wood St Johns Wood Link Hamstead Gie Central Seal Blouberg Rise Porterﬁeld Parklands Main Station Stop Wood Central Earlswood 214 213 T03 T02 Parklands Main South Parklands College 216 Pinto Muscadel Killarney Viola Echim Gie South These routes are being rolled out in 2013 and Table TABLE VIEW Tritonia View Briza Merlot 250 2014. To ﬁnd out if your route is now operating Bitten Potsdam call 0800 65 64 63 or visit www.myciti.org.za

T01 Reﬁnery Grey * Routes, stops and stop names are subject to change. Dawn Esso Link Wood Popham Sunset Beach Montague Kunene Marconi Janssens Racecourse Turf Club Omuramba Bolt Drill Milnerton Bosmansdam

T03 Phoenix Woodbridge CENTURY Century Gate CITY Estuaries Lagoon Beach Waterview Sandrift Zoarvlei Royal Ascot Waterford Canal Walk Waterfront North Vrystaat Canal Walk Breakwater Century City South Grand FORESHORE Section Canal Waterfront Silo 251 Convention Centre Convention MOUILLE POINT Rail Salt River Granger Somerset Hospital Nobel Neptune Square Spencer 104 Foreshore Aquarium Paarden Eiland Kent SALT RIVER Granger Bay Marina Civic Upper Salt River Mouille Point Thibault Centre Century City Rail Amsterdam Woodstock Lawly Stadium Square Surrey T01 Balfour A01 GREEN POINT Lighthouse Lower Lower Long Airport Loop Adderley Hill Wigtown Upper Portswood Gallows Hill Alfred Riebeeck 102 Three Anchor Bay Ellerslie CBD 105 Coronation West Coronation East Upper Roodebloem Rocklands Camberwell Mid Loop SEA POINT St Bedes Promenade Sea Point High Rhine Mid Long CPUT Strand

Station Groote Old Fire Church Longmarket Darling Lower

Skye Way Kerk London Firmont Ben Nevis High Level The Castle Buitenkant District Six Ravenscraig Zonnebloem

Albany Chester East Chester West Hanover Street Hanover Graaff’s Pool Sea Point Leeuwen Dorp Upper Mountain The Glen UPPER WOODSTOCK Boat Bay Woodlands Roeland Irwinton Upper Loop Upper Long Sea Point Pool Clarens Fresnaye Kei Apple FRESNAYE Cassel Tramway Michaelis Roodehek Lower Kloof Government Ave

Queens Beach Disandt Nazareth Gardenia

Ludwig’s Garden Gardens St James Koosani TAMBOERSKLOOF Belle Ombre VREDEHOEK Bantry Bay Riebeeck Van Lower Resevoir Annandale

Brevity Lane 107 Upper Buitenkant Wexford St Michaels Welgemeend Clifton De Waal Park GARDENS 103 101 Clifton 2nd Cotswold Upper Kloof Upper Orange Clifton 3rd Cove Maiden’s Glen Beach Argyle Quebec Woodford Atholl Comrie Dal Kloof Nek Clifton 4th CAMPS KHAYELITSHA Camps Bay Prime Exner

BAY Herzlia Rayden

Ravensteyn Way Molteno Montrose Whale Rock Ravensteyn Horak Highlands TABLE MOUNTAIN Fiskaal

Barley Bay Houghton Rontree Chas Booth

Bakoven Lower 106 Rontree Susan MITCHELLS

Koeël Bay Camps Bay PLAIN Oudekraal

LLANDUDNO Hector Pieterson

Llandudno Mount Rhodes Helgarda Valley T Ruyterplaats Imizamo Yethu Daphne HOUT BAY Lancaster Berg-en-Dal Earl Oxford 109 Lower Victoria Scott 1 Princess West Princess East Northshore Military Fishmarket 108 Hout Bay Atlantic Skipper 1.07.2013 Hangberg Oceana Map 2: Phase 1A MyCiTi routes

38 September 2013 Civil Engineering PROJECT STATUS ■ Constantly keeping communication channels open both Maps 1, 2 and 3 indicate the present and future roll-out plans internally to the operators and their employees, and to op- for MyCiTi. The first two maps show the pilot routes followed erational staff, AND to the public. by the full Phase 1a system map, while the third map indicates ■ Being able to empower people to do their jobs – operational the future planned roll-out phases. processes require quick decisions. ■ Having people capable of doing the job and deﬁ ning their roles PROJECT TEAM and responsibilities within an ordered reporting structure. Since 2007 two departments within the City of Cape Town ■ Having efficient systems in place to enable constant moni- have been working on the implementation of the MyCiTi IRT toring for constant improvement. service. The Implementation Department is responsible for ■ Unwavering political support is essential. the planning, design and implementation of the infrastructure; and planning of routes, timetables and bus requirements. The Operations Department is responsible for the day-to-day operation of the service and includes sections such as: ■ Business Management, who manages the finance models and complex negotiations with interested and affected parties, as well as setting up the contracts with all contracting parties ■ Industry Transition, who engages with the taxi associations who will be affected by the implementation of the services ■ Pure Operations, who deal with the timetables, bus operations and maintenance on the ground ■ Control Centre, who manages the regulation of the buses and reports on the performance of the system ■ Information Management, who keeps the website and signage, etc, updated.

CONCLUSION While the operational success of such a complex and important operation is dependent on all the parts functioning together in an efficient manner, the whole of the parts relies on a few hard-learnt principles: ■ Operations are about relationships and being able to work as a team under ‘just in time’ circumstances. Map 3: Ultimate expansion of the MyCiTi system

Table 1 On-time buses against the set schedules % On-Time (2 min early to 5 min late vs timetable time) T1 Airport F1 F14 F15 F16 July to December 2011 Averages 87% 98% 90% 77% 64% 73% January to December 2012 Averages 89% 97% 92% 79% 86% 81% January 2013 Averages 91% 97% 90% 80% 87% 81% Febuary 2013 Averages 87% 93% 84% 79% 83% 77% T1 A01 Airport A01a 101 102 F14 F15 F16 March 2013 Averages 88% 90% 85% 84% 69% 83% 75% April 2013 Averages 83% 90% 76% 87% 68% 84% 79% May 2013 Averages 83% 87% 88% 88% 87% 76% 85% 76% June 2013 Averages 86% 95% 93% 84% 93% 79% 82% 81%

Civil Engineering September 2013 39 The Rustenburg Rapid Transport Project

Rustenburg is one of the THE RUSTENBURG MUNICIPALITY will be constructing the two main bridges fastest growing cities in has concluded the appointment of over the railway line and will bring new two contractors for the next phase of experience and expertise to the project. the country, with a current construction in the multi-million rand Th e construction contract will de- estimated population of over Rustenburg Rapid Transport (RRT) pro- velop the infrastructure needed for the ject, which will see increased construc- north-eastern bus route which starts in 500 000 residents, and an tion around the city centre and along the the Rustenburg CBD and ends 700 m past area of jurisdiction covering R510 Northam Road over the next two the D1344 intersection on the Northam years. Road in Kanana. Th is work is divided into approximately 3 500 km² over Th e construction of the bus corri- four sections and includes the upgrading 38 wards. The Rustenburg dors for Corridor B is scheduled to start and widening of the R510 to provide the shortly and is a key component of the addition of a dedicated bus lane up to the Rapid Transport Project is due new public transport services which are Boitekong intersection, and mixed traffi c to launch in 2015/16 and will planned to start operating from the end of lanes in each direction up to Kanana. It 2015 and in early 2016. also covers construction of the founda- service the residents of the Th e infrastructure planning for the tions for nine BRT stations, as well as R510 required 18 months of extensive the upgrading of ten intersections and Rustenburg Municipality through engineering design by Lotshephe Africa the construction of a new traffi c circle at an integrated transport network JV, which included specifi cations for the the northern end. Th e construction also Bus Rapid Transit (BRT) bus lanes, new covers the building of paved pedestrian that will include BRT trunk road infrastructure and widening and paths and a dedicated paved bicycle lane corridors, direct routes and building of bridges along the proposed on the eastern side of the route. As the public transport route which will eventu- road will be widened, three bridges will be feeder services. ally reach Kanana. widened or constructed to accommodate Following a public tender process, the traffi c and bus lanes, and the capacity one of the winning bidders was local con- of the bridge over the Bospoort Dam will tracting fi rm MCivils (Pty) Ltd. MCivils also be improved. As with any project of is responsible for the initial construction this magnitude the construction along currently under way on the Swartruggens the R510 will require the additional R104 bus Corridor A, and their bid in- protection and/or relocation of various cluded the optimal use of local resources pipelines, water pipes, and electrical and during construction. “Apart from having telecommunications services. the winning bid, MCivils’ experience and Th e contract sections are summarised learning from the initial bus Corridor in Table 1. A construction on the R104 will ensure Construction of sections A, B and that the construction on Corridor B runs C are due to be completed by the end of eff ectively and effi ciently,” says Marks 2015 in time for the fi rst public trans- Rapoo, the RRT Project Director. UMSO port services to start operating. With

40 September 2013 Civil Engineering construction due to have started in June dioxide. Standard practice in South Africa project, the RRT project team is also 2013, residents of Rustenburg will need is to replace about 30% of the cement with committed to a fully carbon-neutral to be prepared for the inevitable delays fl y-ash, since the production of cement operation. It prints on recycled paper, it in traffi c which will occur around the is responsible for high levels of carbon uses cloud-based IT solutions, architects construction zones. “We know that dioxide production. and engineers working on the project seek road construction can be extremely As far as the use of steel is concerned, out environmentally friendly products frustrating for people who live and work the steel reinforcing of the RRT’s concrete and processes, and carbon off sets are in Rustenburg, and we urge our residents station structure will contain 92% recy- implemented for all the main events (even to be careful, patient and cautious while cled content. All aggregate used in the the stakeholder launch held in July 2011 we develop proper infrastructure which concrete and the layer works is crushed was off set with a tree-planting session on will allow our city to deliver world-class from rock that is a waste by-product of Arbour Day). public transport services in future,” says the mining industry in the area. Th e shut- Th e Rustenburg local authorities are Rapoo. Information on the construction, ters (moulds used for pouring concrete actively managing the rapid transforma- alternative routes and traffi c routing will into) are designed for re-use, and are tion and growth in the area to ensure a be provided as construction progresses. made of steel and are therefore fully recy- future that is economically, socially and A noteworthy aspect of this project is clable at the end of their life cycle. environmentally sustainable. To this end, that it is also a green construction project. Furthermore, plastic used on all of the RRT presents the city with a prime Th e project’s tender documents contained the project’s sleeving and drainage pipes opportunity to reduce its carbon footprint specifi cations that 60% of the cement in are specifi ed as high-density polyethylene and introduce environmentally friendly the concrete had to be replaced with fl y- (HDPE) instead of PVC, since chemicals spatial planning. ash, a waste product generated by thermal that are used in PVC manufacture, and power stations. Fly-ash is usually much that are released when burnt, are reported INFO cheaper than cement and hence off ers to be among the most polluting and haz- Karabo Keepile saving in product cost. Most importantly, ardous chemicals around. Kaelo Engage replacing cement with fl y-ash reduces In addition to using environmentally 011 303 7026 greenhouse gas emissions such as carbon friendly building alternatives on the www.rustenburgrapidtransport.co.za

Initial construction currently under way on the RRT Project is The Rustenburg Rapid Transport Project is due to launch in 2015/16 making optimal use of local resources

Table 1 Summary of contract details Section Location of construction Contractor appointed Km of road Time to complete Construction of bus lanes from the CBD Central A Station in Thabo Mbeki, along Zenderling Street to MCivils 2.3 km 12 months Beneden Street R510. Construction of a wider bridge over the railway line and Molen Street, followed by a new bridge over the B UMSO 1.35 km 20 months level crossing further along the R510, and the foun- dation of one BRT station. Dedicated bus lane section from out of town to the Bophuthatswana Road turn-off to Boitekong; this C MCivils 5.2 km 24 months includes the widening of a bridge and the foundations for four BRT stations. From the Boitekong Road to Kanana, a mixed trafﬁ c lane will be constructed, including construction of a D MCivils 6 km 28 months bridge near the Bospoort Dam and the foundations for four stations.

Civil Engineering September 2013 41 Stakeholder workshops formed an integral part of the functional classiﬁ cation project Functional Classiﬁ cation of Roads in the eThekwini Municipal Area

Andrew McKune SMEC South Africa (Pty) Ltd (formerly of access and mobility for the execution of Section Manager Vela VKE Consulting Engineers) was ap- economic and social activities. Roads & Highways pointed in February 2012 by the eTh ekwini Th e primary benefi t of an appropriately SMEC South Africa [email protected] Transport Authority (ETA) to carry out classifi ed road network is for the governing the Functional Classifi cation of Roads in authority that manages it together with the the eTh ekwini Municipal area. Th e need road users. Road users will benefi t from the for a newly classifi ed road network for the newly classifi ed road network with shorter Revash Dookhi eTh ekwini Municipality was driven by travel times on higher mobility routes. Senior Manager eThekwini Transport Authority the latest Road Infrastructure Strategic Economically this benefi ts the community Framework for South Africa (RISFSA) and surrounding the immediate road network the benefi ts that the framework brings to by improving travel times, improving road authorities and road users. A current road safety and potentially opening access to network, classifi ed in accordance with the small businesses, as well as developers latest RISFSA and Committee of Transport looking to gain access approvals in dif- Offi cials – Road Classifi cation and Access ferent areas of the Municipality. Lower Management (COTO RCAM) guidelines order classifi cation of busy routes where a – provides improved functionality to the higher number of accesses are present, also road network, as well as a host of benefi ts attempts to improve safety by reducing to both the ETA and road users within the permissible speed limits and enabling the Municipality. introduction of traffi c calming measures According to RISFSA (DOT 2006), and required pedestrian or Non-Motorised the classifi cation and management of the Transport (NMT) facilities. road network is a fundamental component A further key benefi t of the RISFSA for the planning and development of road classifi ed network is the intention to infrastructure in the country in order address the imbalances of the past, par- to optimise effi ciency and eff ectiveness ticularly in the eTh ekwini Municipality, in the delivery of roads. Th e network is by providing equality of access and mo- considered to be the heartbeat of develop- bility to all areas within the eTh ekwini ment, because it performs the basic yet Municipal boundary. Th is enables high critical function of providing the lifeblood level and detailed transportation plan-

42 September 2013 Civil Engineering ning to take place in areas where minimal roads in the eTh ekwini Municipal area was pleted in accordance with the principles transportation planning had been pro- completed on 28 March 2013. set out in the latest COTO RCAM and vided previously. Th e project successfully achieved the RISFSA documentation. Th e project comprised four main stages, following objectives, in line with require- ■ A brochure on the project was pro- namely: ments set out in the original tender docu- duced for the benefi t of the public. ■ Stage 1: Existing data collection, ment and inception meeting: ■ A fi nal report was produced detailing gap analysis and review ■ A wealth of existing municipal data all aspects of the project and classifi ca- ■ Stage 2: On-site data collection necessary for road classifi cation was tion process. ■ Stage 3: Desktop analysis collected and assessed. ■ Th e fi nal road classifi cation in GIS and road classifi cation ■ 600 electronic traffi c counts were format was produced, as well as key ■ Stage 4: Brochure, reporting completed, assessed, used for road clas- NMT characteristics in the form of and GIS updates. sifi cation, and added to the new road geo-referenced photos. Other key traffi c Th e existing data collected and analysed in classifi cation database. information items included are v/c ra- Stages 1 and 2 was used to determine a data ■ 100 manual traffi c counts were com- tios, public transport routes and future collection Strategy in Stage 3. Th ree data pleted, assessed, used for road clas- roads for planning purposes. collection strategies were applied in the road sifi cation and added to the new road Th is information has also been stored and classifi cation process in accordance with the classifi cation database. provided to the Municipality to be used type of information that needed to be col- ■ Approximately 100 000 photos showing for reference on future transport projects. lected. Th ese included desktop level infor- visual assessments were taken, assessed Information regarding the classifi cation mation, traffi c count data and on-site visual and added to the new road classifi cation process and the newly classifi ed roads inspection data being obtained. Various database. is available in brochure format to the sources of data available for use in the ■ Th e road classifi cation of approximately public from the offi ces of the eTh ekwini road classifi cation process were identifi ed 12 000 km of road network was com- Transport Authority. during the tender stage, inception meeting and Stage 1 of the project. Th e following The road classifi cation project covered data was deemed essential for analysis and approximately 12 000 km of road network review in order to classify roads within the eTh ekwini Municipality: ■ GIS mapping ■ Existing traffi c count databases ■ Pavement management system (for creation of new networks) ■ Local SDF and SPD planning ■ Urban/rural boundaries ■ Volume/capacity ratios. Th e methodology used for road classifi cation within eTh ekwini is in accordance with RISFSA and COTO RCAM principles. A breakdown of the classifi ed road network within each region of eTh ekwini was provided, together with corresponding technical data indicating length of roads per owner and class. Stakeholder workshops formed an integral part of the project and provided a forum for relevant roads authorities to provide input for road classifi cations within the Municipality. Th ese notably included the eTh ekwini Transport Authority, KwaZulu- Natal Department of Transport and eTh ekwini Roads Provision. Future road alignments were assessed, classifi ed and added to the road network during these workshops in order to provide a comprehensive overview of the future eTh ekwini road network. Th e SMEC project team introduced the latest technology to capture these road Classifi cation also attempts to improve safety by features which were utilised for the classifi - reducing permissible speed limits and enabling cation of approximately 12 000 km of road the introduction of traffi c calming measures network. Th e functional classifi cation of

Civil Engineering September 2013 43